Rotary engine



(No Model.) 3Sheets--She9t l. 9 A. DENKE.

ROTARY ENGINE.

No. 439,935. Patented Nov. 4, 1890.

1 W W i u @Hor/149% 'me qms paens cn.. Pumuumq., wAsmnGmN, n. u.

(No Model.) 3 SheetsY-Sheet 2. A. DENKB. ROTARY ENGINE.

No. 439,935. Patented Nov. 4, 1890.

witness/o @MM jih- (No Model.) 3 Sheets-Sheet 3.

A. DENKB.

ROTARY ENGINE.

No. 439,935. Patented Nov. 4, 1890.

UNITED STATES PATENT OFFICE.

ALVIN DENKE, OF PITTSBURG, PENNSYLVANIA.

ROTARY ENGINE.

, SPECIFICATION forming part of Letters Patent No. 439,935, dated November 4, 1890.

Application filed May 23, 1890. Serial No. 352,896. (No model.)

To @ZZ whom it may concern.-

- Be it known that I, ALVIN DENKE, of Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and Improved Rotary Engine, of which the following is a specification.

The present invention consists in a highspeed valveless rotary engine wherein the rotary power-shaft extends through a hollow casing and is itself provided with passages for the propelling-fluid and carries a propeller through which the propelling-fluid constantly passes, the propeller being driven by the recoil of the escaping fluid and by its impact against and rebound from the inner wall of the inclosing-casing.

The improved rotary engine is illustrated in the accompanying drawings, wherein- Figure l is an exterior side view of the engine. Fig. 2 is a central vertical longitudinal section thereof. Fig. 3 is a side view of the engine with the outer side plate of the inclosing-casing removed. Fig. 4 is a central vertical cross-section passing centrally through the propeller. Fig. 5 is a vertical cross-section passing through the passages which convey the propelling-fluid to the propeller. Fig. 6 is a sectional view of the discharge-nozzle of the propeller, and Fig. 7 is a horizontal ection in a plane indicated by the line '7 7 in For convenience of description and reference it will be considered that the propellingiuid is steam, although other propellingfluids may be used-such, for example, as compressed air.

The engine comprises as its frame-work a base A and an inclosing-casing made up of an annular rim l5 and side plates C C bolted thereto. The drive-shaft D extends centrally through both sides plates C C, passing through suitable stuffing-boxes E E secured to said said plates, and carries on one or both outwardly-projecting ends drive-wheels F F. To the center of the shaft within the casing is rigidly and immovably secured the propeller. The propeller comprises, essentially, a propeller-arm G, extending radially from the shaft D to near the inner surface of the annular rim B of the casing. Preferably the propeller comprises a plurality of radial arms Gr, so that they may balance each other, two

such arms being shown in the drawings in line with each other. The central portion of the shaft,wl1ich is within the casing, is formed with a longitudinal bore a, constituting a live-steam passage, to which the live steam is admitted by the following means: 4

H is a live-steam pipe, which conveys steam from the generator to the engine, and the passage of the steam through it is governed by any convenient valve mechanism. (Indicated at I I in Fig. l.) The steam-pipe H ent-ers the base A of the engine and communicates with a horizontal annular steam-passage b (see Fig. 7) formed therein. Communicating with this steam-passage b are two vertically-extending steam-passages c d, (see Fig. 2,) which communicate, respectively, with two parallel annular open grooves e e, formed in the inner face of the annular rim B of the casing and extending entirely around the same, as shown in Fig. 5. These two grooves e e are formed near the outer edges of the rim B and on opposite sides of the propellers G G. Each of the open grooves e is covered by an annular ring J, which ts steam tight within the casing-rim B and covers every portion of the groove e. The two rims J J are thus located on opposite sides of the propeller. They are fixed tightly within the casing-rim so as to have no rotary motion, since during the operation of the engine they are stationary. They can, however, be removed when necessary, being simply slipped into place. Each of these rings J has an annular open groove f around its entire outer periphery, which registers with the rimgroove e when the ring J is in place, the two grooves e f thus constituting an annular livesteam passage always in communication with the steam-inlet c or d. The live steam thus exerts an equal pressure on all parts of the rings J J.

Each ring J is provided with a plurality of radial pipes or spokes K, (three, the number shown, being a proper number,) all of which connect with a central hub or bearing L. Each ring with its spokes and hub are preferably formed in a single piece of metal. Each hub or bearing L is provided with a longitudinal bore, through which the drive-shaft D passes, the bore constituting a journalbearing for the shaft. The iit between the with the arm G.

hub and shaft is a close one and steam-tight. The bore of each hub is provided with an annular enlargement g, which entirely encircles the shaft and constitutes a steam-chamber. This steam-chamber communicates with the annular passage e f by means 'of steam-passages h, extending longitudinally through each of the spokes K. Since the steam is thus introduced into the steam-chamber g at all sides through a plurality of equallyspaced ports, and since the chamber g entirely surrounds the shaft, the shaft is balanced in its bearings, and consequently the wear is reduced to a minimum and a steam-tight fit is easily maintained between the shaft and the hubs. The steam-chambers g g on each side are in constant communication with the hollow bore a of the shaft D by means of livesteam ports z' i in the shaft. (See Figs. 2 and 5.) The bore d is thus constantly iilled with live steam.

As shown in Fig. 2, the propeller G rotates between thetwo rings J, and its hub is located between the two hubs L L, fitting against the same, whereby the propeller-shaft is held from longitudinal displacement.

Each propeller-arm G is formed with a longitudinal steam-passage m, which communicates at its inner end with the steam-passage a in the shaft D through a port 0 in the shaft. Each propeller-arm carries at its outer end a steam-discharge nozzle M, which extends tangentially at approximately right angles to the body of-the propeller-arm G. The nozzle is preferably, and as shown, formed in one piece The nozzle is formed with an internal bore or steam-passage n, extendinglongitudinally therethrough, comm unicating wit-hand constituting a continuation of the passage m in the arm G. This nozzle-passage n terminates at the discharge end of the nozzle in a contracted orifice, which is a narrow slit, (see Fig. 2,) longer than the diameter of the passage n, but of a smaller width and having a smaller area 1n cross-section. The orice is thus made by contracting the passage n in one direction (see Fig. 4) and expanding it in the other direction. (See Fig. 6.) The contracted area of the nozzle-orifice causes the steam to be ejected from the nozzle in a thin sheet at a high velocity in accordance with Well-known pneumatic principles. The live steam thus constantlyissues from the propeller-nozzles and causes the same to rotate rapidlyin a direction opposite to that in which the steam issues. The live steam is thus discharged within the casing and is directed against the inner wall or periphery of the casing-rim B. Owing to the path of the escaping steam being substantially tangential tothe arc in which the nozzle rotates, it would (unless other provision should be made) come in contact with the inner wall or periphery of the casing-rim B at an obtuse angle approximating one hundred and eighty degrees, or a straight line, and consequently the reaction or rebound of the steam from the casing-rim would be of but little value in aiding the propulsion of the propeller. To gain the maximum advantage of the reaction or rebound of the steam a special construction has been adopted for the inner periphery of the rim. The central portion of the inner periphery of the rim between the two rings J J is channeled out throughout its entire extent, as is shown most clearly in Figs. 2 and 4. This channel is separated into numerous open-mouthed pockets s by means of iixed and stationary wings, blades, or partitions t, which extend crosswise of the channel in the rim B and are arranged radially withreference to the axis of rotation of the propellers. Consequently the steam from the propeller-nozzle is directed with great force into the pockets 3, striking the faces of the wingst almost at right angles. The steam rebounds from the pockets and strikes ahood N on the end of the propeller-nozzle M, thus assisting in driving the propeller. The hood N extends inwardly from the end of the nozzle and its working-'face is curved, bending forward of the discharge-orifice of the nozzle and toward the pockets s s, so as to catch the fullforce of the rebounding steam. Consequently the maximum effect of the escaping steam is obtained.

The steam which is-injected into the casing escapes therefrom through an exhaustpipe O, which leads outwardly from the lowest part of the casing. The only important function of the side plates Gis to confine the exhaust steam and necessitate its escape through the exhaust-pipe O.

In order to conveniently dispose of any water of condensation which might otherwise collect in the pockets s, the rim B is provided with an annular groove w, which is shown as extending around the entire inner periphery of the rim. This groove constitutes a portion of the bottom of each pocket s and extends beneath the wings t, so that it is not divided or obstructed thereby. This groove w discharges at its lower ends into the cxhaust O. Obviously the groove w is necessary only for the pockets in the lower half of the casing. It is shown extending all the way around, since it is conveniently formed simultaneously with the channel, which with the wings t constitutes the pockets s s.

The lubrication is effected by means of two lnbricators P P, which may be of any appropriate or well-known construction, one for each of the rings J. Each lubricator communicates with steam-grooves ef by a passage indicated by dotted lines in Fig. 2. The lubricating-oil accordingly passes around through the entire extent of the grooves e f, flows down through., the passages it in the downwardly-extending spokes K K, and is driven by the steam upwardly through the passage h in the upwardly-extending spoke K. The oil is supplied from all sides to the bearing of the shaft D in the hubs L L, so that the shaft thus freely and easily rotates at all times.

IOO

IIO

The engine has been shown and described in its simplest form. Its capacity can be easily enlarged either by supplying more of the radial propeller-arms G or by Widening the casing and placing a series of propellerarms G along the shaft; or the shaft might be extended through a plurality ofcasings, such as are shown in the drawings. The stoppage and reversal of the engine can be provided for by an obvious modification, such as by placing propeller-arms G G alongside those shown on the same shaft, but arranged to eject steam in the opposite direction. By providing independent-ly-controlled supplies of steam the rotation of the shaft D can obviously bequickly stopped and reversed.

This improved engine is capable of a very high rate of speed, and is economical of steam. Owing to the complete balancing of the shaft D and the supply of lubricants to all parts of its bearings, no difiiculty is experienced in rendering the engine steam-tight, and friction is reduced to the minimum. The high speed of the engine renders it particularly usefulin thecase of dynamo-electric machines, since its shaft may be coupled directly to the armature-shaft.

I claim as my invention- 1. A casing having a stationary annular rim and a rotary shaft having a steam-passage into which live steam is introduced,said shaft being mounted within said casing, in combination with a propeller consisting of a radial arm carried by said shaft having a steam-passage com municatiugwith the steampassage in said shaft, and having a steamdischarging nozzle extending tangentially from the end of said propeller-arm and ejecting steam against the inner periphery of said casing-rim, said nozzle having on its end a projecting hood against which the steam rebounds, said hood extending inwardly from the end of the nozzle with its Working-face its inner periphery with a series of` pockets separated by partitions or wings, said pockets being connected along their bottoms by grooves passing through or beneath said partitions or win gs, substantially as set forth, whereby the water of condeusationcollecting in said pockets is discharged into said exhaust-pipe.

4. A hub or bearing having on its inner or bearing surface an annular steam-chamber, and a shaft journaled in said hub, said shaft having an internal bore or steam-passage, and ports establishing communication between said steam-passage and said annular chamber, in combination with a plurality of pipes or spokes having steam-supply passages which enter said annular steam-chamber from different point-s, substantially as set forth.

5. A hub or bearing having on its inner or bearing surface an annular steam-chamber and a shaft journaled in said hub, said shaft having an'internal bore or steam-passage and ports establishing communication between said steam-passage and said annular charnber, in combination with a casing having an annular' rim provided with a continuous groove on its inner periphery, a steam-supply pipe communicating with said groove, an annular ring slipped within said casing-rim, having an exterior continuous groove registering with said groove in the rim and forming therewith an annular'steam-passage, and a plurality of pipes or spokes connecting said ring with said hub or bearing, said pipes or spokes having steam-passages connecting said annular steam-passage with the steam-chamber 1n said hub or bearing, substantially as set forth.

6. Two hubs or bearings, each having on its inner or bearing surface an annular steamchamber, a shaft journaled in both of said hubs or bearings and having an internal bore or steam-passage, and ports establishing communication between said bore or steam-pascurved and bending forward or tne dischargeoriiice of the nozzle, substantially as set forth.

2. A casing havin g an annular rim provided on its inner periphery with a series of radial wings and a rotary shaft having a steam-passage into which live steam is introduced, said shaft being mounted within said casing, in combination with a propellerconsisting of a radial` arm carried by said shaft having asteampassage communicating with the steam-passage in said shaft and having a steam-discharging nozzle extending tangentially from the end of said propeller-arm and ejecting steam against said radial wings, said nozzle having on its end a projecting hood against which the steam rebounds, said hood extending inwardly from the end of the nozzle with its working-face curved and extending forward of the discharge-orifice of the nozzle and toward the radial wings of the casing, substantially as set forth.

3. The casing of a rotary engine having the exhaust-pipe extending from the lower part thereof, and having its rirn provided on sage and botn of said annular chambers, and a propeller consisting of a plurality of radial arms secured to said shaft between said hubs or bearings, each of said arms having a steampassage communicating with said steam-passage in the shaft and. each having a discharging-nozzle extending tangentially from its outer end, in combination with a casing having an annular rim provided with two continuous parallel grooves on its inner periphery, a steam-supply pipe communicating with both of said grooves, two annular rings slipped within said casing-rim to cover said grooves, respectively, each ring having an exterior continuous groove registering with one of said grooves in the rim and forming therewith an annular steam-passage, and a plurality of pipes or spokes connecting each of said rings with one of said hubs or bearings, said pipes or spokes having steam-passages connecting each of said annular steam-passages with the steaurchamber in one of said hubs or bearings, substantially as set forth.

7. A hub or bearing having on its inner IOO IIO

bearing-surface an annular steam-chamber and a shaft journaled in said hub, said shaft having an internal bore or steam-passage and ports establishing communication between said bore and said annular chamber, in combination with a casing having an annular steam-passage supplied with steam, a plurality of pipes or spokes connecting said annular passage With said annular chamber, and a lubrieator which supplies oil to'said annular 1o passage, substantially as set forth.

In Witness whereof I have hereunto signed my name in the presence of two subscribing witnesses.

ALVIN DENKE. Witnesses:

JOHN J. OBRIEN, H. OPPENHEIM. 

